Method, apparatus, and system for assessing safety and comfort systems of a vehicle

ABSTRACT

An approach is provided for assessing safety conditions of a vehicle. The approach, for example, involves aggregating operational data associated with a vehicle from a plurality of data sources. The approach also involves processing the operational data against operational criteria to determine a normal operational status or an abnormal operational status of the vehicle. The approach further involves generating an independent assessment of a safety condition of the vehicle based on the normal operational status or the abnormal operational status. The independent assessment is performed independently of an assessment system of the vehicle, a manufacturer of the vehicle, or a combination thereof. The approach further involves in response to a request by a user to use the vehicle, providing data indicating the safety condition in a user interface of a device associated with the user.

BACKGROUND

Consumer confidence in the safety and comfort of modern vehicles is agrowing concern particularly as vehicles become more autonomous andcomplex. For example, modern vehicles (e.g., autonomous,semi-autonomous, or highly assisted vehicles) are equipped with agrowing array of intricate sensors, systems, and other equipment thatare often beyond the technical capabilities of average consumers toassess, maintain, or repair. Moreover, modern vehicles such asautonomous vehicles may generate large amounts of data streams onboardas well as through other external data sources (e.g., externalmaintenance logs, regulatory safety records, accident records, vehicleoperator records, etc.). While these vehicles may have onboard vehicleself-assessment systems, they historically do not access external datasources to provide a more complete assessment of the over safety andcomfort condition of the vehicle. Consumer confidence in suchself-assessments can also be lower because users may not have completetrust the their output based of fears of potential systematic errors orbiases in self-assessment systems. Accordingly, service providers facesignificant technical challenges to assessing the safety and comfortsystems and subsystems of a vehicle based on both onboard and externalsources of vehicle performance, maintenance, safety, comfort, etc. data.

SOME EXAMPLE EMBODIMENTS

Therefore, there is a need for an approach for assessing the conditionof vehicle safety and comfort systems independently of onboard vehiclesystems. In one embodiment, the independent assessment can provided to auser (e.g., a passenger, an operator, etc.) before boarding the assessedvehicle.

According to one embodiment, a computer-implemented method for assessingsafety and comfort systems of a vehicle comprises aggregatingoperational data associated with the vehicle from a plurality of datasources. The method also comprises processing the operational dataagainst operational criteria to determine a normal operational status oran abnormal operational status of the vehicle. The method furthercomprises generating an independent assessment of a safety condition ofthe vehicle based on the normal operational status or the abnormaloperational status. The independent assessment is performedindependently of an assessment system of the vehicle, a manufacturer ofthe vehicle, or a combination thereof. The method further comprisesproviding data indicating the safety condition in a user interface of adevice associated with the user in response to a request by a user touse the vehicle.

According to another embodiment, an apparatus for assessing safety andcomfort systems of a vehicle comprises at least one processor, and atleast one memory including computer program code for one or morecomputer programs, the at least one memory and the computer program codeconfigured to, with the at least one processor, cause, at least in part,the apparatus to aggregate operational data associated with the vehiclefrom a plurality of data sources. The apparatus is also caused toprocess the operational data against operational criteria to determine anormal operational status or an abnormal operational status of thevehicle. The apparatus is further caused to generate an independentassessment of a safety condition of the vehicle based on the normaloperational status or the abnormal operational status. The independentassessment is performed independently of an assessment system of thevehicle, a manufacturer of the vehicle, or a combination thereof. Theapparatus is further caused to provide data indicating the safetycondition in a user interface of a device associated with the user inresponse to a request by a user to use the vehicle.

According to another embodiment, a non-transitory computer-readablestorage medium for assessing safety and comfort systems of a vehiclecarries one or more sequences of one or more instructions which, whenexecuted by one or more processors, cause, at least in part, anapparatus to aggregate operational data associated with the vehicle froma plurality of data sources. The apparatus is also caused to process theoperational data against operational criteria to determine a normaloperational status or an abnormal operational status of the vehicle. Theapparatus is further caused to generate an independent assessment of asafety condition of the vehicle based on the normal operational statusor the abnormal operational status. The independent assessment isperformed independently of an assessment system of the vehicle, amanufacturer of the vehicle, or a combination thereof. The apparatus isfurther caused to provide data indicating the safety condition in a userinterface of a device associated with the user in response to a requestby a user to use the vehicle.

According to another embodiment, an apparatus for assessing safety andcomfort systems of a vehicle comprises means for aggregating operationaldata associated with the vehicle from a plurality of data sources. Theapparatus also comprises means for processing the operational dataagainst operational criteria to determine a normal operational status oran abnormal operational status of the vehicle. The apparatus furthercomprises means for generating an independent assessment of a safetycondition of the vehicle based on the normal operational status or theabnormal operational status. The independent assessment is performedindependently of an assessment system of the vehicle, a manufacturer ofthe vehicle, or a combination thereof. The apparatus further comprisesmeans for providing data indicating the safety condition in a userinterface of a device associated with the user in response to a requestby a user to use the vehicle.

In addition, for various example embodiments of the invention, thefollowing is applicable: a method comprising facilitating a processingof and/or processing (1) data and/or (2) information and/or (3) at leastone signal, the (1) data and/or (2) information and/or (3) at least onesignal based, at least in part, on (or derived at least in part from)any one or any combination of methods (or processes) disclosed in thisapplication as relevant to any embodiment of the invention.

For various example embodiments of the invention, the following is alsoapplicable: a method comprising facilitating access to at least oneinterface configured to allow access to at least one service, the atleast one service configured to perform any one or any combination ofnetwork or service provider methods (or processes) disclosed in thisapplication.

For various example embodiments of the invention, the following is alsoapplicable: a method comprising facilitating creating and/orfacilitating modifying (1) at least one device user interface elementand/or (2) at least one device user interface functionality, the (1) atleast one device user interface element and/or (2) at least one deviceuser interface functionality based, at least in part, on data and/orinformation resulting from one or any combination of methods orprocesses disclosed in this application as relevant to any embodiment ofthe invention, and/or at least one signal resulting from one or anycombination of methods (or processes) disclosed in this application asrelevant to any embodiment of the invention.

For various example embodiments of the invention, the following is alsoapplicable: a method comprising creating and/or modifying (1) at leastone device user interface element and/or (2) at least one device userinterface functionality, the (1) at least one device user interfaceelement and/or (2) at least one device user interface functionalitybased at least in part on data and/or information resulting from one orany combination of methods (or processes) disclosed in this applicationas relevant to any embodiment of the invention, and/or at least onesignal resulting from one or any combination of methods (or processes)disclosed in this application as relevant to any embodiment of theinvention.

In various example embodiments, the methods (or processes) can beaccomplished on the service provider side or on the mobile device sideor in any shared way between service provider and mobile device withactions being performed on both sides.

For various example embodiments, the following is applicable: Anapparatus comprising means for performing a method of the claims.

Still other aspects, features, and advantages of the invention arereadily apparent from the following detailed description, simply byillustrating a number of particular embodiments and implementations,including the best mode contemplated for carrying out the invention. Theinvention is also capable of other and different embodiments, and itsseveral details can be modified in various obvious respects, all withoutdeparting from the spirit and scope of the invention. Accordingly, thedrawings and description are to be regarded as illustrative in nature,and not as restrictive.

BRIEF DESCRIPTION OF THE DRAWINGS

The embodiments of the invention are illustrated by way of example, andnot by way of limitation, in the figures of the accompanying drawings:

FIG. 1 is a diagram of a system capable of assessing safety and comfortsystems of a vehicle, according to one embodiment;

FIG. 2 is a diagram of components of an assessment platform capable ofassessing safety and comfort systems of a vehicle, according to oneembodiment

FIG. 3 is a flowchart of a process for assessing safety and comfortsystems of a vehicle, according to one embodiment;

FIG. 4 is a flowchart of a process for assessing safety and comfortsystems of a vehicle, according to another embodiment;

FIG. 5 is a diagram illustrating an example of a system for generatingoperational data related to a vehicle, according to one embodiment;

FIGS. 6A and 6B are diagrams of example user interfaces of a mobiledevice for presenting data indicating an assessment of vehicle safetyand comfort systems to a user, according to one embodiment;

FIG. 7 is a diagram of a geographic database, according to oneembodiment;

FIG. 8 is a diagram of hardware that can be used to implement anembodiment;

FIG. 9 is a diagram of a chip set that can be used to implement anembodiment; and

FIG. 10 is a diagram of a mobile terminal (e.g., handset or vehicle orpart thereof) that can be used to implement an embodiment.

DESCRIPTION OF SOME EMBODIMENTS

Examples of a method, apparatus, and computer program for assessingsafety and comfort systems of a vehicle are disclosed. In the followingdescription, for the purposes of explanation, numerous specific detailsare set forth in order to provide a thorough understanding of theembodiments of the invention. It is apparent, however, to one skilled inthe art that the embodiments of the invention may be practiced withoutthese specific details or with an equivalent arrangement. In otherinstances, well-known structures and devices are shown in block diagramform in order to avoid unnecessarily obscuring the embodiments of theinvention.

FIG. 1 is a diagram of a system capable of assessing safety and comfortsystems of a vehicle (e.g., an autonomous vehicle, a semi-autonomousvehicle, a driver-assisted vehicle, a ride sharing vehicle, a personalvehicle, etc.), according to one embodiment. Modern vehicles 101 a and101 b (also collectively referred to as vehicles 101), in particularautonomous or semi-autonomous vehicles, are equipped with multiplesensor arrangements (e.g., sensors 103 a and 103 b, also collectivelyreferred to as sensors 103) that monitor the vehicle 101's environment,as well as the many operating parameters of the different vehiclesubsystems and components (e.g., vehicle safety and comfort systems).Vehicles 101 can maintain operation logs, keep track of their ownservice appointments, detect dangerous/critical safety conditions andeven record if an accident or other safety incident has occurred. As thevehicle 101 operates or travels on a road network, the vehiclesubsystems, sensors 103, software, and/or other components of thevehicle 101 can become worn, damaged, broken, or malfunction due to, butnot limited to, environmental conditions, no maintenance service, and soforth. As critical vehicle functions (e.g., safety functions, fuel orpower efficiency functions, autonomous or semi-autonomous drivingfunctions, etc.) become more dependent on these subsystems andcomponents, assessing that the subsystems or components are in safeoperating condition becomes more important.

For example, autonomous vehicles 101 currently are starting to operateon public roads, mostly on trial basis (e.g., at the time of this patentapplication filing). While a truly autonomous vehicle 101 (e.g.,National Highway Traffic Safety Administration (NHTSA) autonomous level4 or 5) is not yet available for consumers to purchase, trials havetaken place where autonomous vehicles 101 provide a taxi-like service tomembers of the public. Only a few providers have offered the optionuntil now, and these have done so with an accompanying highly trainedtechnician or engineer on board. As such services mature, the need for atrained occupant may disappear, making autonomous taxi serviceseconomically viable. At that time, users will not be expected tounderstand the technology of the autonomous vehicle 101 they areboarding and thus may not be comfortable with assessing the safety andcomfort condition of the vehicle 101 before they board or use thevehicle 101. For example, in case one of the vehicle 101's safety orcomfort subsystems malfunctions (e.g., brake failure, batterydischarges, tire puncture, infotainment system failure, air conditioningfailure, etc.) during a journey, then the user experience and confidencein autonomous vehicles 101 may not be good.

Consumer trust and confidence can vital for the success of autonomousvehicles 101, particularly as a public transport option. As timeprogresses, autonomous vehicle technology will be inherently trusted toperform in a safe manner. Still even then, maintenance of such vehicles101 is important keep the level of safety that customers expect. Inaddition, offering automated public transport opens many liabilityissues for manufacturers and operators, which, in case of a claim, willquestion if the vehicles 101 have been properly maintained or are freefrom safety system abnormalities.

Therefore, assessing and conveying to end users that the vehicle 101and/or its safety and comfort subsystems (e.g., sensors 103) are workingin a safe or normal operating condition, presents significant technicalchallenges. Even if the vehicle 101 and/or its subsystems are working insafe operating condition, assessing the continued maintenance of thesafe condition of the vehicle 101 and/or its subsystems also presentssignificant technical challenges. In addition, while regulations may bein place, which prohibit a service provider (e.g., a taxi service) fromoffering rides to a user on a vehicle 101, e.g., that may have missed arequired inspection, there is no assurance for the user that the vehicle101 she or he is about to board has been inspected and servicedproperly.

To address these challenges, a system 100 of FIG. 1 introduces acapability to independently assess the safety and comfort systems of thevehicle 101 (e.g., vehicles 101 a, or 101 b, also collectively referredto as a vehicle 101) to provide users with information (e.g., theindependent assessment or a recommendation based on the independentassessment) that will ultimately assist the user in deciding to board ornot board the vehicle 101. In one embodiment, the system 100 makes theindependent assessment (e.g., wherein the assessment is performedexternal to any system onboard the vehicle 101 and/or operated by amanufacturer of the vehicle 101) by collecting vehicle data frommultiple data sources (e.g., internal and external to the vehicle 101).

For example, autonomous vehicles 101 constantly monitor multipleoperational parameters of subsystems, components, and running software.These monitoring applications detect when an operational parameter fallsoutside of the normal operation range, or when a combination ofparameters indicate that a vehicle is operating in an abnormal fashion.These abnormal operation events can be logged. In addition, alerts andwarnings can be identified through the use of vehicle sensors 103monitoring the vehicle 101's environment. The events can be collectedand identified according to the time and location of where such eventshave taken place.

In one embodiment, functionality of comfort features or systems aboardthe vehicle 101 (e.g. HVAC, infotainment unit, connectivity services,amenities, vending machines, etc.) can be monitored for the vehicle 101,and records of availability for such features can be maintained. Datarecords for vehicle aesthetics (e.g. dents and scratches) can also bemaintained. In another embodiment, maintenance service events (e.g.repairs, inspections, cleaning) can also be recorded and logged by thevehicle 101 or by the entity performing the service. A vehicle 101'slegal status (stolen, reported at a crime scene, involved in anaccident, etc.) can also queried (e.g., from police records, insurancerecords, etc.) and included as part of the vehicle 101's plurality ofdata sources. The example data sources and record described above areprovided by way of illustration and not as limitations. It iscontemplated that any other vehicle data or record available to thesystem 100 can be used to assess the safety or comfort condition of thevehicle 101.

It becomes apparent that a huge amount of information related to anautonomous vehicle 101's safety and comfort will be available. It isalso clear that such a variety of parameters cannot be quickly assessedeven by a well-trained individual, let alone by a user who is about toboard a vehicle 101. Accordingly, in one embodiment, the system 100collects different types of information from the different entities ordata sources, produce an assessment of the vehicle 101's condition, andprovide the user with an independent certification of the vehicle 101'ssafety. In one embodiment, the different parameters produced by thedifferent sources or parties (e.g., vehicle sensors, operator,maintenance garage, insurance company, etc.) and/or the resultingassessment can be recorded in a blockchain transaction associated withthe vehicle 101 to further increase confidence in the authenticity ofthe assessment. As blockchain transactions, these records would beimmutable and provide a basis for the assessment platform 109 to operateon data obtained from the blockchain. In one embodiment, the use ofblockchain chain allows for the assessment platform 109 to run as alocal application on, for instance, the UE 105 or equivalent device.

In one embodiment, the system 100 system could surface the vehicle 101'scomfort system parameters, which should also assist the user in decidingto board the vehicle 101. For example, on a hot day, a user may choosenot to board an autonomous vehicle 101 with a defective air conditioningsystem. Alternatively, the system 100 can determine user preferenceswith respect to comfort features to determine whether or not thedefective feature is critical or not critical to the user. If it iscritical then the system 100 can recommend that the user not board, orif it is not critical then the system 100 can recommend that the userboards. For example, if it is a relatively cool day and the user prefersno air conditioning, the system 100 can recommend that the user 101board even with a defective air conditioning system.

Although the various embodiments described herein are discussed withrespect to an autonomous vehicle 101, it is contemplated that theembodiments are also applicable to semi-autonomous or non-autonomousvehicles. In addition, it is contemplated that the vehicle 101 can be anautomobile or any other type vehicle (e.g., truck, plane, boat, train,etc.).

In summary, in one embodiment, the system 100 collects operational dataassociated with the vehicle 101 to generate an assessment of safetyconditions of the vehicle 101 to determine whether the components and/orsub-components, or software of the vehicle 101 are functionally workingproperly or not, in one embodiment. In one embodiment, the assessment ofthe vehicle is performed independently of an assessment system of thevehicle, a manufacturer of the vehicle, or a combination thereof.

In other words, in one embodiment, the system 100 determines anoperational status (e.g., normal operational status or abnormaloperational status) of each of the components, subsystems, and/orrunning software of the vehicle 101 based on their operational data andis presented to a user on a user equipment 105 (e.g., a smartphone), sothat the user (e.g., rider, operator, taxi service provider, etc.) maydecide whether to board the vehicle 101 or not. In one embodiment, thesystem 100 aggregates operational data associated with the vehicle 101from a number of data sources. The operational data associated with thevehicle 101 may include, but is not restricted to, operationalparameters that may assist the system 100 to detect whether thesubsystems, components and/or running software of the vehicle 101 areworking normally or not. The system 100 further processes theoperational data to determine operational status (e.g., normaloperational status or abnormal operational status) of the vehicle 101.An assessment of a safety condition of the vehicle is then generatedbased on the determined operational status of the vehicle 101. Further,in case a query from a user for using the vehicle 101 is received byusing an application 107 (e.g., application available to an end user orconsumer) of the user equipment 105 of the user, then the generatedassessment of the vehicle 101 and/or a recommendation based on theassessment (e.g., recommendation to board or not board) is provided tothe user. Based on the assessment and/or recommendation, the user maydecide whether to board the vehicle or not. In this way, the system 100determines the operational and safety conditions associated with thevehicle 101, which further results in increased confidence that the userwill have a safe and comfortable journey.

The embodiments of the system 100 provide several advantages overconventional approaches. For example, most of the records or operationaldata associated with the maintenance of the vehicle are kept by thegarage or service centers, or manufacturers of the vehicle and may notbe easily accessible by the user. For example, the service centers ofmanufacturers may share limited data such as, an alert for a nextservice window, but this information is not provided to the user as anassessment of a vehicle's safety or comfort condition. In contrast, theembodiments described herein provide a certification of the vehicle 101to the user, which indicates that the operational status of the vehicle101 is normal or not based on data available from a multiple sources(e.g., including maintenance records from service centers, etc.) beforeriding the vehicle and to further decide whether the user should boardthe vehicle 101 or not. Therefore, the embodiments of the presentinvention provides a transparency to the user about the operational andsafety operations of the vehicle before boarding.

In one embodiment, as shown in FIG. 2, an assessment platform 109includes one or more components for assessing safety conditions of thevehicle 101, according to the various embodiments described herein. Itis contemplated that the functions of these components may be combinedor performed by other components of equivalent functionality. In thisembodiment, the assessment platform 109 includes a data collectionmodule 201, a status determination module 203, a certification module205, a recommendation module 207, and a user interface module 209. Inaddition, the assessment platform 109, the vehicle 101, and/or anapplication 107 executing on the user equipment 105 can includealgorithms for processing the operational data of the vehicle 101 aloneor in combination with the other modules described herein. The abovepresented modules and components of the assessment platform 109 can beimplemented in hardware, firmware, software, or a combination thereof.Though depicted as a separate entity in FIG. 1, it is contemplated thatthe assessment platform 109 may be implemented as a module of any othercomponent of the system 100 (e.g., a component of the services platform111, services 113 a-113 n (also collectively referred to as services113), the user equipment 105, an application 107 executing on the userequipment 105, etc.). In another embodiment, one or more of the modules201-209 may be implemented as a cloud based service, local service,native application, or combination thereof. The functions of theassessment platform 109 and the modules 201-209 are discussed withrespect to FIGS. 3-4 below.

FIGS. 3-4 are flowcharts of processes 300, and 400 for assessingoperational and safety conditions of a vehicle, according to oneembodiment. More specifically, the embodiments of the processes 300, and400 can be used to generate a certification for a vehicle 101 thatindicates operational and safety conditions of the vehicle 101. Invarious embodiments, the assessment platform 109 and/or any of themodules 201-209 of the assessment platform 109, may perform one or moreportions of any of the processes 300, and 400 and may be implemented in,for instance, a chip set including a processor and a memory as shown inFIG. 9. As such, the assessment platform 109, any of the modules201-209, can provide means for accomplishing various parts of theprocesses 300, and 400, as well as means for accomplishing embodimentsof other processes described herein in conjunction with other componentsof the system 100. Although the processes 300, 400 are illustrated anddescribed as a sequence of steps, its contemplated that variousembodiments of the processes 300, and 400 may be performed in any orderor combination and need not include all of the illustrated steps.

As discussed above, in one embodiment, the assessment platform 109accomplishes the processes 300, 400 of assessing operational and safetyconditions of a vehicle 101.

In one embodiment, the operation of the process 300 can be summarized asfollows:

-   -   Aggregate operational data associated with a vehicle (step 301);    -   Process the operational data (step 303);    -   Generate an independent assessment from the processed        operational data (step 305); and    -   Provide the assessment data to a user (step 307).

Embodiments of the processes 300 and 400 are described below.

In step 301, the data collection module 201 collects operational dataassociated with a vehicle (e.g., the vehicle 101) from one or more datasources. As described above, the operational data may comprise dataabout the condition of the subsystems, components, and/or runningsoftware associated with the vehicle 101. In one embodiment, theoperational data may comprise operational parameters such as, but is notlimited to, comfort features, vehicle aesthetics, legal status, serviceevents, an operator, and so forth. As shown in FIG. 5, the data sources115 from which operational data may be collected, are either external tothe vehicle 101 or internal to the vehicle 101. Some of the internaldata source 115 may be the sensors 103 of the vehicle 101. In oneembodiment, the sensors 103 of the vehicle 101 may be used to collectvehicle environmental data 501, for example, but is not limited to,LIDAR, RADAR, computer vision, ultrasonic data, sensor fusion data, andso forth.

In another embodiment, the sensors 103 may be used to collect vehicleoperational data 503, for example, but is not limited to, an enginetemperature, an electric charge, a brake temperature, a tiretemperature, a tire pressure, a speed, a heading, and so forth. In yetanother embodiment, the sensors 103 may be used to collect passengercomfort features 505 such as, but is not limited to, heating,ventilation, and air conditioning systems (HVAC), temperature control,Wi-fi connectivity or communication services, infotainment options,vending machines for refreshments, and so forth. The operational datacollected by the sensors 103 of the vehicle 101 may then store theoperational data in a database (e.g., a geographical database 117) bytransmitting the operational data over a communication network 119.Although this embodiment is described with respect to the database 117to store the operational data, it is contemplated that any otherdatabase may be used to store the operational parameters for assessingthe safety conditions of the vehicle.

In another embodiment, some of the external data source 115 from whichthe operational data may be collected are, but is not limited to, anoperator 507 of a vehicle, a maintenance service center 509, insurancecompanies 511, or other entities 513. The operator 507 of the vehicle101 may provide data such as, a ride history, vehicle records, and soforth. Further, the maintenance service center 509 may provide serviceevents such as events related to repairs, inspections, cleaning, and soforth, or vehicle aesthetics such as dents, or scratches. Furthermore,the insurance companies 511 may provide the legal status of the vehicle101, for example, if the vehicle was stolen, involved in an accident,reported in crime scenes, etc. The operational data may then be storedin the database 117.

In another embodiment, the data collection module 201 may collect and/orgenerate a user profile from a number of sources, such as, but is notlimited to, social media platforms, data provided by the user whileregistering to the application 107 for availing the services 113provided by the service platform 111 (e.g., taxi or car rental serviceproviders, etc.). The user profile may include, but is not limited to, aname, address, a contact number, an email id, preferences associatedwith a vehicle, a customer id, and so forth. In one embodiment, the userprofile may be stored in the database 117.

In step 303, the status determination module 203 processes theoperational data collected by the data collection module 201. In oneembodiment, the operational data or parameters may be processed againstoperational criteria to determine an operational status of the vehicle101. The operational criteria may describe the acceptable performancerange for each of the subsystems, components, or running software of thevehicle 101 to operate in a functional mode of operation. For example,the criteria may specify a minimum range at which a sensor can detectwhether a headlight is providing enough light to a distance (e.g., 20feet) that can be used to see a front view of the vehicle during a nightride in order to avoid any collision with an object (e.g., a roaddivider, a car, an animal, etc.). The operational data can then becompared against this operational criteria (e.g., 20 feet) to determinewhether the headlight is performing in an acceptable range. In theexample, if the headlight does not provide light to a distance of 20feet from the vehicle, then it is determined that the headlight is notworking properly. In case, the operational data may be in compliancewith the operational criteria then the operational status of the vehicleis said to be in normal operational status. In case, the operationaldata may not be in compliance with the operational criteria then theoperational status of the vehicle is said to be in abnormal operationalstatus. The operating status of each component, subsystem, or softwareof the vehicle 101 may be determined.

Further, the status determination module 203 categorizes the operationalparameters as critical operational parameters or non-criticaloperational parameters. The critical operational parameters may bedefined as the operational parameters whose proper function is importantfor the operation of the vehicle 101. The non-critical operationalparameters may be defined as the operational parameters that may nothave any or negligible effect on the operation of the vehicle 101, incase they are malfunctioned, damaged, or broken. For example, anelectric charge of an electric vehicle needs to be fully charged fortravelling a long distance. Then the operational data of electric chargeis a critical operational parameter for a vehicle. In another example,if the journey of the vehicle is in city roads, then there may not be arequirement for a high speed operation. Hence, a malfunction of anactive aerodynamic components may not be significant and therefore, canbe categorized as a non-critical operational parameter. In oneembodiment, the operational parameters may be categorized based on, butis not limited to, a service area of the vehicle 101 (e.g., urban,rural), environmental parameters (e.g., day or night, season, weather,outside temperature, etc.), a planned route of the vehicle 101, aprofile of the user, and so forth.

In step 305, the certification module 205 may filter the operationaldata corresponding to the abnormal operational status of the subsystems,components, and/or running software of the vehicle 101 in order toselect a small subset of the operational data. Although this embodimentis described with respect to filter the operational data correspondingto the abnormal operational status to store the operational data, it iscontemplated that any other feature (normal operational status) may beused to filter the operational data. In one embodiment, thecertification module 205 may filter and select the operational dataindicating an abnormal operational status of one or more comfortfeatures. For example, an air conditioning system of a vehicle 101 isnot working, however, the route of travel is either at night, in winteror through a non-polluted area where the rider can lower the windows. Inanother example, on a short distance route, refreshments in an on-boardfridge is not available and the day is cool, then there will not be anyneed of the refreshments or the rider may not purchase these during theshort rides. In another embodiment, the certification module 205 mayfilter the operational data indicating an abnormal operational status ofone or more other features, for example, legal status, service events,vehicle aesthetics, etc.

Further, the certification module 205 generates an independentassessment of a safety condition of the vehicle 101. The independentassessment may be defined as a data indicating safety condition of avehicle 101. In addition, the independent assessment may include arecommendation regarding whether the user should board the vehicle ornot. In one embodiment, the certification module 205 may generate theindependent assessment of the vehicle based on the selected subset ofoperational data (e.g., a normal operational status or abnormaloperational status). For example, the certification module 205 maygenerate the assessment based on the abnormal operational status of thevehicle 101 determined by the status determination module 203. In oneembodiment, the certification module 205 may generate the assessment ofthe vehicle 101 independently of an assessment system of the vehicle101, manufacturer of the vehicle 101, or a combination thereof. Thecertification module 205 may generate the independent assessment in theform of a certificate that verifies the operational condition of thevehicle 101, in one embodiment.

Further, the recommendation module 207 may generate the recommendationindicating the independent assessment of the vehicle 101 generated bythe certification module 205. In one embodiment, the recommendationregarding whether the user should board the vehicle is based on thesafety conditions, a profile of the user, a querying of the user,categorizing the operational parameters, or a combination thereof. Forexample, on a cold winter day, if the air conditioning system of avehicle is not working, then the recommendation module 207 may generatea recommendation that the user should board the vehicle 101. In anotherexample, if a user profile indicates that the user does not requiremusic while travelling, then a recommendation is generated to board thevehicle even if the music system of the vehicle 101 is defective. In yetanother example, on a hot summer day, a user may choose not to board thevehicle whose air conditioning is not working. In that vein, a priceincentive may be offered to a prospective passenger, which may help thepassenger to overlook minor comfort laws of the vehicle. The incentivemay be offered by an incentive module (not shown) based on a decision ofthe user. The incentive may be, but is not limited to, a financialincentive (e.g., monetary incentive), a credit such as, a giftcertificate, or coupon, points or tokens. In an exemplary scenario, auser may be awarded a gift coupon if the long-range RADAR malfunctionsin a vehicle, and the user still decides to ride the vehicle as thevehicle will be moving in peak hours with heavy traffic.

At step 307, the user interface module 209 may present the independentassessment indicating the safety condition of the vehicle to a user onthe user equipment 105. In one embodiment, the user interface module 209may present the independent assessment or the certificate on a userinterface of a user equipment 105 when approaching the vehicle 101 at aboarding location. In another embodiment, the user interface module 209may present the independent assessment to the user at the time ofbooking a ride. For example, when a user enters a boarding location, abooking module (not shown) may identify that more than one vehicle mayprovide the required ride to the user. Then, the assessment platform 109assesses the independent assessment for each of the vehicles and providecertificates for each of the vehicles. The user may then make a choiceabout which vehicle to book. In one embodiment, a recommendation of avehicle may also be presented to the user based on the profile of theuser. In one embodiment, the recommendation may be provided as an alert,or a notification (e.g., a popup, flash, etc.) on the user interface ofthe user equipment 105.

Further, the user interface module 209 may receive a query from a userusing the application 107 of the user equipment 105. The user mayinquire about the safety conditions of the vehicle, for example, beforeriding a personal vehicle by using the application 107 from the userequipment 105. Based on the query received from the user, the userinterface module 209 may present the data indicating the current safetycondition of the vehicle such as the vehicle is not clean from inside.Also, a recommendation, based on a user profile such as, the user isheading home from a football practice, is provided that the user shouldboard the vehicle 101. In one embodiment, the user interface module 209may present the data to the user only when a query is received from theuser. In another embodiment, the user interface module 209 may presentthe recommendation to the user only when a query is received from theuser.

The user interface module 209 may operate in conjunction with themodules (e.g., the data collection module 201, the status determinationmodule 203, the certification module 205, the recommendation module 207,or a combination thereof) to present or display data such as, theoperational data, indicating safety conditions of a vehicle,recommendations, and so forth on the user interface of the userequipment 105.

FIG. 4 is a flowchart of a process 400 for assessing safety conditionsof a vehicle, according to another embodiment. In step 401, theassessment platform 109 aggregates operational data associated with avehicle. The vehicle 101 may be, but is not limited to, an autonomousvehicle, a semi-autonomous vehicle, a ride sharing vehicle, a personalvehicle, a user-driven vehicle, etc. In one embodiment, the assessmentplatform 109 collects the operational data comprising operationalparameters, for example, comfort features, vehicle aesthetics, legalstatus, service events, an operator, and so forth associated with thevehicle 101 from a number of data sources 115. In another embodiment,the assessment platform 109 may collect a profile of a user using theservice 113 such as, booking a taxi, driving a vehicle, etc. The datasource 115 may be, but is not limited to, sensors, an operator of avehicle, a maintenance service center, insurance companies, or otherentities.

In step 403, the assessment platform 109 determines an operationalstatus of the vehicle 101. In one embodiment, the operational status ofthe vehicle may be determined by processing the operational data. Theoperational status of the vehicle may be either a normal operationalstatus or an abnormal operational status. In one embodiment, theoperational status of the vehicle may be determined by processing theoperational data against operational criteria. In case, the operationaldata may be in compliance with the operational criteria then operationalstatus of the vehicle is said to be in a normal operational status. Incase, the operational data may not be in compliance with the operationalcriteria then the operational status of the vehicle is said to be in anabnormal operational status.

In step 405, the assessment platform 109 generates an independentassessment of the vehicle. The independent assessment may be defined asa data indicating safety condition of a vehicle 101. In one embodiment,the assessment platform 109 may generate the independent assessment ofthe vehicle based on the operational status of the vehicle (e.g., normalor abnormal), critical or non-critical operational parameters, and soforth. In one embodiment, the independent assessment of the vehicle mayinclude recommendation for the user whether the user should board thevehicle or not. In one embodiment, the recommendation regarding whetherthe user should board the vehicle or not is based on the safetyconditions, a profile of the user, a querying of the user, categorizingthe operational parameters, or a combination thereof.

At step 407, the assessment platform 109 determines whether a query hasbeen received from the user or not. In case, a query is received fromthe user using the application 107 on the user equipment 105, then theprocess 400 proceeds towards step 409. Otherwise, the process 400proceeds towards step 411.

At step 409, the assessment platform 109 provides data indicating safetyconditions of the vehicle to the user. In one embodiment, the assessmentplatform 109 may present the data on a user interface of the application107 and/or user equipment 105 associated with the user. Further, theassessment platform 109 presents a recommendation to the user based onthe profile, operating status of the vehicle, or a combination thereof.

At step 411, the assessment platform 109 stores the data indicatingsafety conditions of the vehicle in a database (e.g., database 117). Inone embodiment, the assessment platform 109 may transmit the data overthe communication network 119 to the database 117. In anotherembodiment, the assessment platform 109 may transmit the data over thecommunication network 119 to a server (not shown) of the system 100.

FIG. 6A is a diagram of an example user interface of a mobile device(e.g., user equipment 105) for presenting data indicating safetyconditions to a user, according to one embodiment. A user may initiate abooking of a car by using the application 107 on the user equipment 105.As the user initiates to book a car by clicking on a ‘book a car’button, a user interface 601 may display a car and its currentoperational status. When the user initiates the booking, safetyconditions of the car are assessed based on the user query, a profile ofthe user, or a combination thereof. The system 100 assesses that the airconditioning system of the car is not working, but the temperatureduring the trip is expected to be cool, and therefore, the comfortfeature parameter is categorized as a non-critical operationalparameter. Based on the assessment, the operational status of the car isdisplayed as a normal operational status 603. In addition, arecommendation 605 is displayed on the user interface 601 that the usershould book the car. In one embodiment, the user may book the car byclicking on a ‘book’ button 607, or may cancel the booking by clickingon a ‘cancel’ button 609. In case, the user cancels the booking of thecar having malfunctioned air conditioning system, then the user can bookanother car by clicking on the ‘book another vehicle’ button 611.

FIG. 6B is a diagram of an example user interface of a mobile device(e.g., user equipment 105) for presenting data indicating safetyconditions to a user, according to another embodiment. A user mayinitiate a booking of a car by using the application 107 on the userequipment 105. As the user initiates to book a car by clicking on a‘book a car’ button, a user interface 601 may display a car and itscurrent operational status. When the user initiates the booking, safetyconditions of the car are assessed by the system 100 based on the userquery, a profile of the user, or a combination thereof. It is assessedthat the braking system of the car is malfunctioned. The braking systemis a critical parameter in the operation of the car and if the brakingsystem is not working properly then it may result in an accident orcause a serious collision of the car. The operational status of the caris then displayed as an abnormal operational status 603. Also, arecommendation 605 is displayed on the user interface 601 that the usershould not board the car. Further, the user cancels the booking of thecar by clicking on a ‘cancel’ button 607 and books another car byclicking on the ‘book another vehicle’ button 609.

In one embodiment, in either of the cases illustrated in FIG. 6A or 6B,clicking on the ‘book another vehicle’ button triggers a request foralternate vehicles that can provide the transportation to the user,e.g., vehicles that could cover the user's desired route. Any suchalternate vehicle would be assessed by the assessment platform 109. Ifmultiple alternate vehicles are found, these can be ranked according tothe results of the assessment.

Returning to FIG. 1, in one embodiment, the assessment platform 109 hasconnectivity over a communication network 119 to the service provider111 (e.g., an OEM platform) that provides one or more services 113(e.g., sensor data collection services). By way of example, the services113 may also be other third-party services and include mapping services,navigation services, travel planning services, ride sharing services,notification services, social networking services, content (e.g., audio,video, images, etc.) provisioning services, application services,storage services, contextual information determination services,location-based services, information-based services (e.g., weather,news, etc.), etc. In one embodiment, the service provider 111 uses theoutput (e.g., safety condition predictions) of the assessment platform109 to provide services such as booking a car, boarding a vehicle, otherlocation-based services, etc.

In one embodiment, the assessment platform 109 may be a platform withmultiple interconnected components. The assessment platform 109 mayinclude multiple servers, intelligent networking devices, computingdevices, components and corresponding software for providing assessmentabout a vehicle. In addition, it is noted that the assessment platform109 may be a separate entity of the system 100, a part of the one ormore services 113.

In one embodiment, data source 115 a-115 m (collectively referred to asdata source 115) may provide content or data (e.g., operational data,environmental data, navigation data, etc.) to the geographic database117, the assessment platform 109, the services platform 111, theservices 113, and the vehicle 101. The content provided may be any typeof content, such as textual content, audio content, video content, imagecontent, etc. In one embodiment, the data source 115 may provide datathat may aid in detecting and classifying operational parameters intocritical and/or non-critical operational status. In one embodiment, thedata source 115 may also store content associated with the assessmentplatform 109, services platform 111, services 113, and/or vehicle 101.In another embodiment, the data source 115 may manage access to acentral repository of data, and offer a consistent, standard interfaceto data, such as a repository of the geographic database 117.

By way of example, the assessment platform 109 can be any type ofembedded system, mobile terminal, fixed terminal, or portable terminalincluding a built-in navigation system, a personal navigation device,mobile handset, station, unit, device, multimedia computer, multimediatablet, Internet node, communicator, desktop computer, laptop computer,notebook computer, netbook computer, tablet computer, personalcommunication system (PCS) device, personal digital assistants (PDAs),audio/video player, digital camera/camcorder, positioning device,fitness device, television receiver, radio broadcast receiver,electronic book device, game device, or any combination thereof,including the accessories and peripherals of these devices, or anycombination thereof. It is also contemplated that the assessmentplatform 109 can support any type of interface to the user.

In one embodiment, the vehicle 101 is configured with various sensorsfor collecting operational data, vehicular sensor data, relatedgeographic/map data, etc. In one embodiment, the sensed data representsensor data associated with a geographic location or coordinates atwhich the sensor data was collected. In this way, the sensor data canact as observation data that can be separated into location-awaretraining and evaluation datasets according to their data collectionlocations as well as used for detecting physical dividers according tothe embodiments described herein. By way of example, the sensors mayinclude a radar system, a LiDAR system, a global positioning sensor forgathering location data (e.g., GPS), a network detection sensor fordetecting wireless signals or receivers for different short-rangecommunications (e.g., Bluetooth, Wi-Fi, Li-Fi, near field communication(NFC) etc.), temporal information sensors, a camera/imaging sensor forgathering image data, an audio recorder for gathering audio data,velocity sensors mounted on steering wheels of the vehicles, switchsensors for determining whether one or more vehicle switches areengaged, and the like.

Other examples of sensors of the vehicle 101 may include light sensors,orientation sensors augmented with height sensors and accelerationsensor (e.g., an accelerometer can measure acceleration and can be usedto determine orientation of the vehicle), tilt sensors to detect thedegree of incline or decline of the vehicle along a path of travel,moisture sensors, pressure sensors, etc. In one scenario, the sensorsmay detect weather data, traffic information, or a combination thereof.In one embodiment, the vehicle 101 may include GPS or othersatellite-based receivers to obtain geographic coordinates fromsatellites for determining current location and time. Further, thelocation can be determined by visual odometry, triangulation systemssuch as A-GPS, Cell of Origin, or other location extrapolationtechnologies. In yet another embodiment, the sensors can determine thestatus of various control elements of the car, such as activation ofwipers, use of a brake pedal, use of an acceleration pedal, angle of thesteering wheel, activation of hazard lights, activation of head lights,etc.

In one embodiment, the communication network 119 of the system 100includes one or more networks such as a data network, a wirelessnetwork, a telephony network, or any combination thereof. It iscontemplated that the data network may be any local area network (LAN),metropolitan area network (MAN), wide area network (WAN), a public datanetwork (e.g., the Internet), short range wireless network, or any othersuitable packet-switched network, such as a commercially owned,proprietary packet-switched network, e.g., a proprietary cable orfiber-optic network, and the like, or any combination thereof. Inaddition, the wireless network may be, for example, a cellular networkand may employ various technologies including enhanced data rates forglobal evolution (EDGE), general packet radio service (GPRS), globalsystem for mobile communications (GSM), Internet protocol multimediasubsystem (IMS), universal mobile telecommunications system (UMTS),etc., as well as any other suitable wireless medium, e.g., worldwideinteroperability for microwave access (WiMAX), Long Term Evolution (LTE)networks, code division multiple access (CDMA), wideband code divisionmultiple access (WCDMA), wireless fidelity (Wi-Fi), wireless LAN (WLAN),Bluetooth®, Internet Protocol (IP) data casting, satellite, mobilead-hoc network (MANET), and the like, or any combination thereof.

By way of example, the assessment platform 109, services platform 111,services 113, vehicle 101, and/or data source 115 communicate with eachother and other components of the system 100 using well known, new orstill developing protocols. In this context, a protocol includes a setof rules defining how the network nodes within the communication network119 interact with each other based on information sent over thecommunication links. The protocols are effective at different layers ofoperation within each node, from generating and receiving physicalsignals of various types, to selecting a link for transferring thosesignals, to the format of information indicated by those signals, toidentifying which software application executing on a computer systemsends or receives the information. The conceptually different layers ofprotocols for exchanging information over a network are described in theOpen Systems Interconnection (OSI) Reference Model.

Communications between the network nodes are typically effected byexchanging discrete packets of data. Each packet typically comprises (1)header information associated with a particular protocol, and (2)payload information that follows the header information and containsinformation that may be processed independently of that particularprotocol. In some protocols, the packet includes (3) trailer informationfollowing the payload and indicating the end of the payload information.The header includes information such as the source of the packet, itsdestination, the length of the payload, and other properties used by theprotocol. Often, the data in the payload for the particular protocolincludes a header and payload for a different protocol associated with adifferent, higher layer of the OSI Reference Model. The header for aparticular protocol typically indicates a type for the next protocolcontained in its payload. The higher layer protocol is said to beencapsulated in the lower layer protocol. The headers included in apacket traversing multiple heterogeneous networks, such as the Internet,typically include a physical (layer 1) header, a data-link (layer 2)header, an internetwork (layer 3) header and a transport (layer 4)header, and various application (layer 5, layer 6 and layer 7) headersas defined by the OSI Reference Model.

FIG. 7 is a diagram of a geographic database, according to oneembodiment. In one embodiment, the geographic database 117 includesgeographic data 701 used for (or configured to be compiled to be usedfor) mapping and/or navigation-related services. In one embodiment,geographic features (e.g., two-dimensional or three-dimensionalfeatures) are represented using polygons (e.g., two-dimensionalfeatures) or polygon extrusions (e.g., three-dimensional features). Forexample, the edges of the polygons correspond to the boundaries or edgesof the respective geographic feature. In the case of a building, atwo-dimensional polygon can be used to represent a footprint of thebuilding, and a three-dimensional polygon extrusion can be used torepresent the three-dimensional surfaces of the building. It iscontemplated that although various embodiments are discussed withrespect to two-dimensional polygons, it is contemplated that theembodiments are also applicable to three-dimensional polygon extrusions.Accordingly, the terms polygons and polygon extrusions as used hereincan be used interchangeably.

In one embodiment, the following terminology applies to therepresentation of geographic features in the geographic database 117.

“Node”—A point that terminates a link.

“Line segment”—A straight line connecting two points.

“Link” (or “edge”)—A contiguous, non-branching string of one or moreline segments terminating in a node at each end.

“Shape point”—A point along a link between two nodes (e.g., used toalter a shape of the link without defining new nodes).

“Oriented link”—A link that has a starting node (referred to as the“reference node”) and an ending node (referred to as the “non referencenode”).

“Simple polygon”—An interior area of an outer boundary formed by astring of oriented links that begins and ends in one node. In oneembodiment, a simple polygon does not cross itself.

“Polygon”—An area bounded by an outer boundary and none or at least oneinterior boundary (e.g., a hole or island). In one embodiment, a polygonis constructed from one outer simple polygon and none or at least oneinner simple polygon. A polygon is simple if it just consists of onesimple polygon, or complex if it has at least one inner simple polygon.

In one embodiment, the geographic database 117 follows certainconventions. For example, links do not cross themselves and do not crosseach other except at a node. Also, there are no duplicated shape points,nodes, or links. Two links that connect each other have a common node.In the geographic database 117, overlapping geographic features arerepresented by overlapping polygons. When polygons overlap, the boundaryof one polygon crosses the boundary of the other polygon. In thegeographic database 117, the location at which the boundary of onepolygon intersects they boundary of another polygon is represented by anode. In one embodiment, a node may be used to represent other locationsalong the boundary of a polygon than a location at which the boundary ofthe polygon intersects the boundary of another polygon. In oneembodiment, a shape point is not used to represent a point at which theboundary of a polygon intersects the boundary of another polygon.

As shown, the geographic database 117 includes node data records 703,road segment or link data records 705, POI data records 707, operationaldata records 709, other records 711, and indexes 713, for example. More,fewer or different data records can be provided. In one embodiment,additional data records (not shown) can include cartographic (“carto”)data records, routing data, and maneuver data. In one embodiment, theindexes 713 may improve the speed of data retrieval operations in thegeographic database 117. In one embodiment, the indexes 713 may be usedto quickly locate data without having to search every row in thegeographic database 117 every time it is accessed. For example, in oneembodiment, the indexes 713 can be a spatial index of the polygon pointsassociated with stored feature polygons.

In exemplary embodiments, the road segment data records 705 are links orsegments representing roads, streets, or paths, as can be used in thecalculated route or recorded route information for determination of oneor more personalized routes. The node data records 703 are end pointscorresponding to the respective links or segments of the road segmentdata records 705. The road link data records 705 and the node datarecords 703 represent a road network, such as used by vehicles, cars,and/or other entities. Alternatively, the geographic database 117 cancontain path segment and node data records or other data that representpedestrian paths or areas in addition to or instead of the vehicle roadrecord data, for example.

The road/link segments and nodes can be associated with attributes, suchas geographic coordinates, street names, address ranges, speed limits,turn restrictions at intersections, and other navigation relatedattributes, as well as POIs, such as gasoline stations, hotels,restaurants, museums, stadiums, offices, automobile dealerships, autorepair shops, buildings, stores, parks, etc. The geographic database 117can include data about the POIs and their respective locations in thePOI data records 707. The geographic database 117 can also include dataabout places, such as cities, towns, or other communities, and othergeographic features, such as bodies of water, mountain ranges, etc. Suchplace or feature data can be part of the POI data records 707 or can beassociated with POIs or POI data records 707 (such as a data point usedfor displaying or representing a position of a city).

In one embodiment, the geographic database 117 can also includeoperational data records 709 for assessing operational and safetyconditions of a vehicle. In one embodiment, the operational data records709 can be associated with operational parameters such as, but is notlimited to, comfort features, legal status, vehicle aesthetics,maintenance or service events, etc. associated with a vehicle. In oneembodiment, the operational data records 709 may be collected from datasource 115 such as, but is not limited to, sensors of the vehicle 101,an operator of a vehicle, a maintenance service center, insurancecompanies, or other entities.

In one embodiment, the operational data records 709 can be associatedwith one or more of the node records 703, road segment records 705,and/or POI data records 707; or portions thereof (e.g., smaller ordifferent segments than indicated in the road segment records 705,individual lanes of the road segments, etc.) to provide situationalawareness to drivers and provide for safer autonomous operation androuting of vehicles.

In one embodiment, the geographic database 117 can be maintained by thedata source 115 or content providers (not shown) in association with theservices platform 111 (e.g., vehicle rental shops, taxi serviceproviders, etc.). In one embodiment, the service provider 111 may be amap developer to collect geographic data to generate and enhance thegeographic database 107. There can be different ways used by the mapdeveloper to collect data. These ways can include obtaining data fromother sources, such as municipalities or respective geographicauthorities. In addition, the map developer can employ field personnelto travel by vehicle along roads throughout the geographic region toobserve features and/or record information about them, for example.Also, remote sensing, such as aerial or satellite photography, can beused.

In one embodiment, the geographic database 117 include high resolutionor high definition (HD) mapping data that provide centimeter-level orbetter accuracy of map features. For example, the geographic database107 can be based on Light Detection and Ranging (LiDAR) or equivalenttechnology to collect billions of 3D points and model road surfaces andother map features down to the number lanes and their widths. In oneembodiment, the HD mapping data capture and store details such as theslope and curvature of the road, lane markings, roadside objects such assign posts, including what the signage denotes. By way of example, theHD mapping data enable highly automated vehicles to precisely localizethemselves on the road, and to determine road attributes (e.g., learnedspeed limit values) to at high accuracy levels.

In one embodiment, the geographic database 117 is stored as ahierarchical or multilevel tile-based projection or structure. Morespecifically, in one embodiment, the geographic database 117 may bedefined according to a normalized Mercator projection. Other projectionsmay be used. By way of example, the map tile grid of a Mercator orsimilar projection is a multilevel grid. Each cell or tile in a level ofthe map tile grid is divisible into the same number of tiles of thatsame level of grid. In other words, the initial level of the map tilegrid (e.g., a level at the lowest zoom level) is divisible into fourcells or rectangles. Each of those cells are in turn divisible into fourcells, and so on until the highest zoom or resolution level of theprojection is reached.

The geographic database 117 can be a master geographic database storedin a format that facilitates updating, maintenance, and development. Forexample, the master geographic database or data in the master geographicdatabase can be in an Oracle spatial format or other spatial format,such as for development or production purposes. The Oracle spatialformat or development/production database can be compiled into adelivery format, such as a geographic data files (GDF) format. The datain the production and/or delivery formats can be compiled or furthercompiled to form geographic database products or databases, which can beused in end user navigation devices or systems.

For example, geographic data is compiled (such as into a platformspecification format (PSF) format) to organize and/or configure the datafor performing navigation-related functions and/or services, such asroute calculation, route guidance, map display, speed calculation,distance and travel time functions, and other functions, by a navigationdevice, such as by the vehicle 101, for example. The navigation-relatedfunctions can correspond to vehicle navigation, pedestrian navigation,or other types of navigation. The compilation to produce the end userdatabases can be performed by a party or entity separate from the mapdeveloper. For example, a customer of the map developer, such as anavigation device developer or other end user device developer, canperform compilation on a received geographic database in a deliveryformat to produce one or more compiled navigation databases.

The processes described herein for assessing safety condition of avehicle may be advantageously implemented via software, hardware (e.g.,general processor, Digital Signal Processing (DSP) chip, an ApplicationSpecific Integrated Circuit (ASIC), Field Programmable Gate Arrays(FPGAs), etc.), firmware or a combination thereof. Such exemplaryhardware for performing the described functions is detailed below.

FIG. 8 illustrates a computer system 800 upon which an embodiment may beimplemented. Computer system 800 is programmed (e.g., via computerprogram code or instructions) to assessing operational and safetyconditions of a vehicle as described herein and includes a communicationmechanism such as a bus 810 for passing information between otherinternal and external components of the computer system 800. Information(also called data) is represented as a physical expression of ameasurable phenomenon, typically electric voltages, but including, inother embodiments, such phenomena as magnetic, electromagnetic,pressure, chemical, biological, molecular, atomic, sub-atomic andquantum interactions. For example, north and south magnetic fields, or azero and non-zero electric voltage, represent two states (0, 1) of abinary digit (bit). Other phenomena can represent digits of a higherbase. A superposition of multiple simultaneous quantum states beforemeasurement represents a quantum bit (qubit). A sequence of one or moredigits constitutes digital data that is used to represent a number orcode for a character. In some embodiments, information called analogdata is represented by a near continuum of measurable values within aparticular range.

A bus 810 includes one or more parallel conductors of information sothat information is transferred quickly among devices coupled to the bus810. One or more processors 802 for processing information are coupledwith the bus 810.

A processor 802 performs a set of operations on information as specifiedby computer program code related to assess operational and safetyconditions of a vehicle. The computer program code is a set ofinstructions or statements providing instructions for the operation ofthe processor and/or the computer system to perform specified functions.The code, for example, may be written in a computer programming languagethat is compiled into a native instruction set of the processor. Thecode may also be written directly using the native instruction set(e.g., machine language). The set of operations include bringinginformation in from the bus 810 and placing information on the bus 810.The set of operations also typically include comparing two or more unitsof information, shifting positions of units of information, andcombining two or more units of information, such as by addition ormultiplication or logical operations like OR, exclusive OR (XOR), andAND. Each operation of the set of operations that can be performed bythe processor is represented to the processor by information calledinstructions, such as an operation code of one or more digits. Asequence of operations to be executed by the processor 802, such as asequence of operation codes, constitute processor instructions, alsocalled computer system instructions or, simply, computer instructions.Processors may be implemented as mechanical, electrical, magnetic,optical, chemical or quantum components, among others, alone or incombination.

Computer system 800 also includes a memory 804 coupled to bus 810. Thememory 804, such as a random access memory (RAM) or other dynamicstorage device, stores information including processor instructions forassessing operational and safety conditions of a vehicle. Dynamic memoryallows information stored therein to be changed by the computer system800. RAM allows a unit of information stored at a location called amemory address to be stored and retrieved independently of informationat neighboring addresses. The memory 804 is also used by the processor802 to store temporary values during execution of processorinstructions. The computer system 800 also includes a read only memory(ROM) 806 or other static storage device coupled to the bus 810 forstoring static information, including instructions, that is not changedby the computer system 800. Some memory is composed of volatile storagethat loses the information stored thereon when power is lost. Alsocoupled to bus 810 is a non-volatile (persistent) storage device 808,such as a magnetic disk, optical disk or flash card, for storinginformation, including instructions, that persists even when thecomputer system 800 is turned off or otherwise loses power.

Information, including instructions for assessing operational and safetyconditions of a vehicle, is provided to the bus 810 for use by theprocessor from an external input device 812, such as a keyboardcontaining alphanumeric keys operated by a human user, or a sensor. Asensor detects conditions in its vicinity and transforms thosedetections into physical expression compatible with the measurablephenomenon used to represent information in computer system 800. Otherexternal devices coupled to bus 810, used primarily for interacting withhumans, include a display device 814, such as a cathode ray tube (CRT)or a liquid crystal display (LCD), or plasma screen or printer forpresenting text or images, and a pointing device 816, such as a mouse ora trackball or cursor direction keys, or motion sensor, for controllinga position of a small cursor image presented on the display 814 andissuing commands associated with graphical elements presented on thedisplay 814. In some embodiments, for example, in embodiments in whichthe computer system 800 performs all functions automatically withouthuman input, one or more of external input device 812, display device814 and pointing device 816 is omitted.

In the illustrated embodiment, special purpose hardware, such as anapplication specific integrated circuit (ASIC) 820, is coupled to bus810. The special purpose hardware is configured to perform operationsnot performed by processor 802 quickly enough for special purposes.Examples of application specific ICs include graphics accelerator cardsfor generating images for display 814, cryptographic boards forencrypting and decrypting messages sent over a network, speechrecognition, and interfaces to special external devices, such as roboticarms and medical scanning equipment that repeatedly perform some complexsequence of operations that are more efficiently implemented inhardware.

Computer system 800 also includes one or more instances of acommunications interface 870 coupled to bus 810. Communication interface870 provides a one-way or two-way communication coupling to a variety ofexternal devices that operate with their own processors, such asprinters, scanners and external disks. In general, the coupling is witha network link 878 that is connected to a local network 880 to which avariety of external devices with their own processors are connected. Forexample, communication interface 870 may be a parallel port or a serialport or a universal serial bus (USB) port on a personal computer. Insome embodiments, communications interface 870 is an integrated servicesdigital network (ISDN) card or a digital subscriber line (DSL) card or atelephone modem that provides an information communication connection toa corresponding type of telephone line. In some embodiments, acommunication interface 870 is a cable modem that converts signals onbus 810 into signals for a communication connection over a coaxial cableor into optical signals for a communication connection over a fiberoptic cable. As another example, communications interface 870 may be alocal area network (LAN) card to provide a data communication connectionto a compatible LAN, such as Ethernet. Wireless links may also beimplemented. For wireless links, the communications interface 870 sendsor receives or both sends and receives electrical, acoustic orelectromagnetic signals, including infrared and optical signals, thatcarry information streams, such as digital data. For example, inwireless handheld devices, such as mobile telephones like cell phones,the communications interface 870 includes a radio band electromagnetictransmitter and receiver called a radio transceiver. In certainembodiments, the communications interface 870 enables connection to thecommunication network 119 for assessing operational and safetyconditions of a vehicle.

The term computer-readable medium is used herein to refer to any mediumthat participates in providing information to processor 802, includinginstructions for execution. Such a medium may take many forms,including, but not limited to, non-volatile media, volatile media andtransmission media. Non-volatile media include, for example, optical ormagnetic disks, such as storage device 808. Volatile media include, forexample, dynamic memory 804. Transmission media include, for example,coaxial cables, copper wire, fiber optic cables, and carrier waves thattravel through space without wires or cables, such as acoustic waves andelectromagnetic waves, including radio, optical and infrared waves.Signals include man-made transient variations in amplitude, frequency,phase, polarization or other physical properties transmitted through thetransmission media. Common forms of computer-readable media include, forexample, a floppy disk, a flexible disk, hard disk, magnetic tape, anyother magnetic medium, a CD-ROM, CDRW, DVD, any other optical medium,punch cards, paper tape, optical mark sheets, any other physical mediumwith patterns of holes or other optically recognizable indicia, a RAM, aPROM, an EPROM, a FLASH-EPROM, any other memory chip or cartridge, acarrier wave, or any other medium from which a computer can read.

FIG. 9 illustrates a chip set 900 upon which an embodiment may beimplemented. Chip set 900 is programmed to assess operational and safetyconditions of a vehicle as described herein and includes, for instance,the processor and memory components described with respect to FIG. 10incorporated in one or more physical packages (e.g., chips). By way ofexample, a physical package includes an arrangement of one or morematerials, components, and/or wires on a structural assembly (e.g., abaseboard) to provide one or more characteristics such as physicalstrength, conservation of size, and/or limitation of electricalinteraction. It is contemplated that in certain embodiments the chip setcan be implemented in a single chip.

In one embodiment, the chip set 900 includes a communication mechanismsuch as a bus 901 for passing information among the components of thechip set 900. A processor 903 has connectivity to the bus 901 to executeinstructions and process information stored in, for example, a memory905. The processor 903 may include one or more processing cores witheach core configured to perform independently. A multi-core processorenables multiprocessing within a single physical package. Examples of amulti-core processor include two, four, eight, or greater numbers ofprocessing cores. Alternatively or in addition, the processor 903 mayinclude one or more microprocessors configured in tandem via the bus 901to enable independent execution of instructions, pipelining, andmultithreading. The processor 903 may also be accompanied with one ormore specialized components to perform certain processing functions andtasks such as one or more digital signal processors (DSP) 907, or one ormore application-specific integrated circuits (ASIC) 909. A DSP 907typically is configured to process real-world signals (e.g., sound) inreal time independently of the processor 903. Similarly, an ASIC 909 canbe configured to performed specialized functions not easily performed bya general purposed processor. Other specialized components to aid inperforming the inventive functions described herein include one or morefield programmable gate arrays (FPGA) (not shown), one or morecontrollers (not shown), or one or more other special-purpose computerchips.

The processor 903 and accompanying components have connectivity to thememory 905 via the bus 901. The memory 905 includes both dynamic memory(e.g., RAM, magnetic disk, writable optical disk, etc.) and staticmemory (e.g., ROM, CD-ROM, etc.) for storing executable instructionsthat when executed perform the inventive steps described herein toassess operational and safety conditions of a vehicle. The memory 905also stores the data associated with or generated by the execution ofthe inventive steps.

FIG. 10 is a diagram of exemplary components of a mobile terminal 1001(e.g., handset, vehicle or part thereof, etc.) capable of operating inthe system of FIG. 1, according to one embodiment. Generally, a radioreceiver is often defined in terms of front-end and back-endcharacteristics. The front-end of the receiver encompasses all of theRadio Frequency (RF) circuitry whereas the back-end encompasses all ofthe base-band processing circuitry. Pertinent internal components of thetelephone include a Main Control Unit (MCU) 1003, a Digital SignalProcessor (DSP) 1005, and a receiver/transmitter unit including amicrophone gain control unit and a speaker gain control unit. A maindisplay unit 1007 provides a display to the user in support of variousapplications and mobile station functions that offer automatic contactmatching. An audio function circuitry 1009 includes a microphone 1011and microphone amplifier that amplifies the speech signal output fromthe microphone 1011. The amplified speech signal output from themicrophone 1011 is fed to a coder/decoder (CODEC) 1013.

A radio section 1015 amplifies power and converts frequency in order tocommunicate with a base station, which is included in a mobilecommunication system, via antenna 1017. The power amplifier (PA) 1019and the transmitter/modulation circuitry are operationally responsive tothe MCU 1003, with an output from the PA 1019 coupled to the duplexer1021 or circulator or antenna switch, as known in the art. The PA 1019also couples to a battery interface and power control unit 1020.

In use, a user of mobile station 1001 speaks into the microphone 1011and his or her voice along with any detected background noise isconverted into an analog voltage. The analog voltage is then convertedinto a digital signal through the Analog to Digital Converter (ADC)1023. The control unit 1003 routes the digital signal into the DSP 1005for processing therein, such as speech encoding, channel encoding,encrypting, and interleaving. In one embodiment, the processed voicesignals are encoded, by units not separately shown, using a cellulartransmission protocol such as global evolution (EDGE), general packetradio service (GPRS), global system for mobile communications (GSM),Internet protocol multimedia subsystem (IMS), universal mobiletelecommunications system (UMTS), etc., as well as any other suitablewireless medium, e.g., microwave access (WiMAX), Long Term Evolution(LTE) networks, code division multiple access (CDMA), wireless fidelity(WiFi), satellite, and the like.

The encoded signals are then routed to an equalizer 1025 forcompensation of any frequency-dependent impairments that occur duringtransmission though the air such as phase and amplitude distortion.After equalizing the bit stream, the modulator 1027 combines the signalwith a RF signal generated in the RF interface 1029. The modulator 1027generates a sine wave by way of frequency or phase modulation. In orderto prepare the signal for transmission, an up-converter 1031 combinesthe sine wave output from the modulator 1027 with another sine wavegenerated by a synthesizer 1033 to achieve the desired frequency oftransmission. The signal is then sent through a PA 1019 to increase thesignal to an appropriate power level. In practical systems, the PA 1019acts as a variable gain amplifier whose gain is controlled by the DSP1005 from information received from a network base station. The signalis then filtered within the duplexer 1021 and optionally sent to anantenna coupler 1035 to match impedances to provide maximum powertransfer. Finally, the signal is transmitted via antenna 1017 to a localbase station. An automatic gain control (AGC) can be supplied to controlthe gain of the final stages of the receiver. The signals may beforwarded from there to a remote telephone which may be another cellulartelephone, other mobile phone or a land-line connected to a PublicSwitched Telephone Network (PSTN), or other telephony networks.

Voice signals transmitted to the mobile station 1001 are received viaantenna 1017 and immediately amplified by a low noise amplifier (LNA)1037. A down-converter 1039 lowers the carrier frequency while thedemodulator 1041 strips away the RF leaving only a digital bit stream.The signal then goes through the equalizer 1025 and is processed by theDSP 1005. A Digital to Analog Converter (DAC) 1043 converts the signaland the resulting output is transmitted to the user through the speaker1045, all under control of a Main Control Unit (MCU) 1003 which can beimplemented as a Central Processing Unit (CPU) (not shown).

The MCU 1003 receives various signals including input signals from thekeyboard 1047. The keyboard 1047 and/or the MCU 1003 in combination withother user input components (e.g., the microphone 1011) comprise a userinterface circuitry for managing user input. The MCU 1003 runs a userinterface software to facilitate user control of at least some functionsof the mobile station 1001 to assess operational and safety conditionsof a vehicle. The MCU 1003 also delivers a display command and a switchcommand to the display 1007 and to the speech output switchingcontroller, respectively. Further, the MCU 1003 exchanges informationwith the DSP 1005 and can access an optionally incorporated SIM card1049 and a memory 1051. In addition, the MCU 1003 executes variouscontrol functions required of the station. The DSP 1005 may, dependingupon the implementation, perform any of a variety of conventionaldigital processing functions on the voice signals. Additionally, DSP1005 determines the background noise level of the local environment fromthe signals detected by microphone 1011 and sets the gain of microphone1011 to a level selected to compensate for the natural tendency of theuser of the mobile station 1001.

The CODEC 1013 includes the ADC 1023 and DAC 1043. The memory 1051stores various data including call incoming tone data and is capable ofstoring other data including music data received via, e.g., the globalInternet. The software module could reside in RAM memory, flash memory,registers, or any other form of writable computer-readable storagemedium known in the art including non-transitory computer-readablestorage medium. For example, the memory device 1051 may be, but notlimited to, a single memory, CD, DVD, ROM, RAM, EEPROM, optical storage,or any other non-volatile or non-transitory storage medium capable ofstoring digital data.

An optionally incorporated SIM card 1049 carries, for instance,important information, such as the cellular phone number, the carriersupplying service, subscription details, and security information. TheSIM card 1049 serves primarily to identify the mobile station 1001 on aradio network. The card 1049 also contains a memory for storing apersonal telephone number registry, text messages, and user specificmobile station settings.

While the invention has been described in connection with a number ofembodiments and implementations, the invention is not so limited butcovers various obvious modifications and equivalent arrangements, whichfall within the purview of the appended claims. Although features of theinvention are expressed in certain combinations among the claims, it iscontemplated that these features can be arranged in any combination andorder.

What is claimed is:
 1. A method comprising: aggregating operational dataassociated with a vehicle from a plurality of data sources; processingthe operational data against operational criteria to determine a normaloperational status or an abnormal operational status of the vehicle;generating an independent assessment of a safety condition of thevehicle based on the normal operational status or the abnormaloperational status, wherein the independent assessment is performedindependently of an assessment system of the vehicle, a manufacturer ofthe vehicle, or a combination thereof; in response to a request by auser to use the vehicle, providing data indicating the safety conditionin a user interface of a device associated with the user.
 2. The methodof claim 1, wherein the vehicle is an autonomous vehicle, a ride-sharingvehicle, a personal vehicle, or a combination thereof.
 3. The method ofclaim 1, wherein the independent assessment further includes arecommendation regarding whether the user should board the vehicle basedon the safety condition, a profile of the user, or a combinationthereof.
 4. The method of claim 3, wherein the operational data includesone or more operational parameters of the vehicle, the method furthercomprising: categorizing the one or more operational parameters as anon-critical operational parameter or a critical operational parameterbased on a service area of the vehicle, an environmental parameter, aplanned route of the vehicle, the profile of the user, or a combinationthereof, wherein the recommendation regarding whether the user shouldboard the vehicle is further based on the categorizing of the one ormore operational parameters.
 5. The method of claim 3, wherein theoperational parameters relate to one or more comfort features, andwherein the one or more comfort features include a heating, ventilation,and air conditioning (HVAC) subsystem, an infotainment subsystem, acommunications network subsystem, an availability of refreshments, or acombination thereof of the vehicle.
 6. The method of claim 5, furthercomprising: determining that the operational data indicates an abnormaloperational status of the one or more comfort features, wherein therecommendation regarding whether the user should board the vehicle inlight of the abnormal operational status of the one or more features isdetermined based on the profile of the user, a querying of the user, ora combination thereof.
 7. The method of claim 1, further comprising:filtering the operational data to select a portion of the operationaldata corresponding to the abnormal operational status of the vehicle,wherein the independent assessment is generated based on the selectedportion of the operational data.
 8. The method of claim 1, wherein theoperational data relates to one or more maintenance service parametersof the vehicle.
 9. The method of claim 1, wherein the vehicle has anoperator, and wherein the operational data further relates to operator.10. The method of claim 1, wherein the operational data further includeone or more legal status records, and wherein the one or more legalrecords indicate a stolen status, an accident status, a crime status, ora combination thereof.
 11. An apparatus comprising: at least oneprocessor; and at least one memory including computer program code forone or more programs, the at least one memory and the computer programcode configured to, with the at least one processor, cause the apparatusto perform at least the following, aggregate operational data associatedwith a vehicle from a plurality of data sources; process the operationaldata against operational criteria to determine a normal operationalstatus or an abnormal operational status of the vehicle; generate anindependent assessment of a safety condition of the vehicle based on thenormal operational status or the abnormal operational status, whereinthe independent assessment is performed independently of an assessmentsystem of the vehicle, a manufacturer of the vehicle, or a combinationthereof; in response to a request by a user to use the vehicle, providedata indicating the safety condition in a user interface of a deviceassociated with the user.
 12. The apparatus of claim 11, wherein thevehicle is an autonomous vehicle, a ride-sharing vehicle, a personalvehicle, or a combination thereof.
 13. The method of claim 11, whereinthe independent assessment further includes a recommendation regardingwhether the user should board the vehicle based on the safety condition,a profile of the user, or a combination thereof.
 14. The method of claim13, wherein the operational data includes one or more operationalparameters of the vehicle, and wherein the apparatus is further causedto: categorize the one or more operational parameters as a non-criticaloperational parameter or a critical operational parameter based on aservice area of the vehicle, an environmental parameter, a planned routeof the vehicle, the profile of the user, or a combination thereof,wherein the recommendation regarding whether the user should board thevehicle is further based on the categorizing of the one or moreoperational parameters.
 15. The apparatus of claim 11, wherein theoperational parameters relate to one or more comfort features, andwherein the one or more comfort features include a heating, ventilation,and air conditioning (HVAC) subsystem, an infotainment subsystem, acommunications network subsystem, an availability of refreshments, or acombination thereof of the vehicle.
 16. A non-transitorycomputer-readable storage medium carrying one or more sequences of oneor more instructions which, when executed by one or more processors,cause an apparatus to perform: aggregating operational data associatedwith a vehicle from a plurality of data sources; processing theoperational data against operational criteria to determine a normaloperational status or an abnormal operational status of the vehicle;generating an independent assessment of a safety condition of thevehicle based on the normal operational status or the abnormaloperational status, wherein the independent assessment is performedindependently of an assessment system of the vehicle, a manufacturer ofthe vehicle, or a combination thereof; in response to a request by auser to use the vehicle, providing data indicating the safety conditionin a user interface of a device associated with the user.
 17. Thenon-transitory computer-readable storage medium of claim 16, wherein thevehicle is an autonomous vehicle, a ride-sharing vehicle, a personalvehicle, or a combination thereof.
 18. The non-transitorycomputer-readable storage medium of claim 17, wherein the independentassessment further includes a recommendation regarding whether the usershould board the vehicle based on the safety condition, a profile of theuser, or a combination thereof.
 19. The non-transitory computer-readablestorage medium of claim 18, wherein the operational data includes one ormore operational parameters of the vehicle, and wherein the apparatus iscaused to further perform: categorizing the one or more operationalparameters as a non-critical operational parameter or a criticaloperational parameter based on a service area of the vehicle, anenvironmental parameter, a planned route of the vehicle, the profile ofthe user, or a combination thereof, wherein the recommendation regardingwhether the user should board the vehicle is further based on thecategorizing of the one or more operational parameters.
 20. The methodof claim 16, wherein the operational parameters relate to one or morecomfort features, and wherein the one or more comfort features include aheating, ventilation, and air conditioning (HVAC) subsystem, aninfotainment subsystem, a communications network subsystem, anavailability of refreshments, or a combination thereof of the vehicle.